Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: B737
Phase of flight: Climb
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor

The First Officer noticed smoke coming from the flight counter on his yoke. We [advised ATC] and returned. Just prior to takeoff; both the Captain and I noticed a smell that we associated with the air conditioning system. The smell was faint prior to takeoff. After takeoff and selecting the flaps up; the smell became increasingly strong and changed to a burning plastic smell. I placed my hand on the upper half of the control wheel to initiate a turn towards a heading of 280. The flight counter (upper left) felt very hot to the touch; enough so that I couldn't touch that portion of the control wheel. I turned on my reading light and engaged the autopilot and saw smoke emanating from the flight counter. I informed the Captain and we immediately dawned masks and established Crew comm. We informed Departure of our [situation] and intention to return. Control was transferred to the Captain and I began running the smoke and fumes checklist. ATC initially vectored us to one runway then changed to a different runway which led to a 360 turn to better establish ourselves to land and configure. Captain gave me control back of the airplane; landed; and taxied to the gate uneventful after Ground EMS cleared us. Flight crew reported burning smell and smoke emanating from the yoke on departure and returned to land.
Aircraft: MEDIUM TRANSPORT
Phase of flight: Initial Approach
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude

New hire First Officer was flying visual approach Runway 14 AEX. Prior to clearance for the approach; we were given direct to CROVE (outer marker). We were level at 2;000 feet MSL; and after receiving approach clearance and reporting left base to Tower; the First Officer widened out a little to a modified downwind/base to give himself more room. The Tower had requested us to advise turning final. I believe we were at 180 knots; not certain; but flaps were at 8 degrees. During the widened base turn; I noticed a cyan TCAS target 200 feet below; which quickly turned amber (with 'traffic' TA); then showed our altitude and became a TCAS 'climb' RA. I announced that I had the controls; disengaged the autopilot; and began the RA compliance. During the bedlam; the First Officer never heard my call for the controls; and was still on the controls with me. Our hands actually bumped on the thrust levers and we were both pulling back on the yoke complying with the RA. The 'climb' aural went to an 'increase climb' and at some point I heard the Tower Controller say something undiscernible. At this point; the VSI was out of the red; the First Officer had positive control of the aircraft; and I informed the Tower that we were complying with a TCAS RA. Tower informed us he was not talking to anyone in our area; and asked to advise when done complying with the RA. He also said at some point; 'no need to advise turning final'. We were 'clear of conflict' around 3;000 feet MSL; stabilized around 3;300; made the turn back toward the Runway 14 final; and continued the visual approach to an uneventful landing. I never saw the intruder aircraft; but the First Officer did; and stated in our debrief that it was a [small low wing aircraft]. The First Officer estimated 500 to 700 foot separation; although I have no reference to validate his estimate. Nonetheless; I would certainly consider this a 'near miss'. Captain reported an NMAC with a light aircraft on approach to AEX.
Aircraft: SMALL AIRCRAFT; LOW WING; 1 ENG; FIXED GEAR
Phase of flight: Climb
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

Climbing westbound controller cleared me through Special Air Traffic Area (SATR). Controller clears me to maintain VFR at or below 5;000. The phraseology basically seemed like it was a clearance into Class 'B' airspace but to remain below 5000 Class 'B' was from 4000 to 9000. I would assume the Luke controller pointed me out to Phoenix approach that owns that section of class 'B' airspace. It seemed that everything was fine with my altitude with Luke approach. No one said anything and it was a nonevent but I still think the controller should make it more clear about the clearance into the class 'B' airspace. Pilot reports of not being sure if he was cleared into PHX Class Bravo airspace by controller.
Aircraft: B737
Phase of flight: Climb
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue

During climbout; an imbalance in the main fuel tanks was discovered. There was around 2;000 LBS in the center tanks and the main tanks were full at departure. The tanks were now showing around 700 LBS less fuel in the left main tank and decreasing while the right main tank showed an ever so slight decrease. Simultaneously; we sent an ACARS to Dispatch about the situation and consulted the QRH. We felt the most likely culprit was the fuel crossfeed valve and used the Crossfeed Selector Inop Checklist; which directed us to check the circuit breaker. It was found to be tripped. The next step was to check that sufficient fuel was available to both engines. We determined there was not enough fuel to complete the original 2.5-hours flight. At that time; there was still no word from Dispatch so we used commercial radio to establish contact. While we waited to hear from the Dispatcher; we decided to divert to a much closer Station and advised ATC of our intentions and also advised the Dispatcher as well when we made contact. Passengers were informed and the rest of the flight was uneventful. We landed with an imbalance of approximately 2;600 LBS. The reporter stated that the center fuel tank quantity was about 2;000 LBS on takeoff so the pumps were off in accordance with the minimum 5;000 LBS quantity for pumps on during takeoff. During climb; the intent was to open the center tank crossfeed and activate the pumps; but when the reporter looked at the fuel quantity and saw the imbalance; the QRH was referenced. What was confusing about the system indications was that all pumps and valves appeared to be in the correct position with no lights on; including the Fuel Crossfeed blue light out. They were also confused why right tank fuel pumps did not feed direct tank to engine since the pumps appeared to be operational. The only abnormality was the tripped crossfeed circuit breaker. The crew choose not to turn fuel boost pumps off while troubleshooting for fear or flaming an engine out and instead diverted and were assigned a different aircraft for the remained of that trip.Maintenance later stated that the crossfeed cannon plug connector was cleaned; valve operation verified and the aircraft released. One possible explanation for the fuel usage was the crossfeed valve failed either open or partially open and the left wing tank fuel pumps providing a higher output than the right tank; and therefore feeding both engines. The question remained if the crossfeed valved was in a position other than closed when the reporter was ready to commence crossfeed; why was the blue crossfeed light not ON. A B737-700 crew discovered a fuel imbalance during climbout caused by a fuel crossfeed fault with a circuit breaker tripped so; while completing the QRH; the crew diverted to landed with a 2;600 LBS imbalance as the left main tank was depleting.
Aircraft: EMB ERJ 170/175 ER/LR
Phase of flight: Taxi
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown

We had just landed at IAD on 1L and received instructions from ground control to taxi via U W4 and hold short of 1C. While on taxiway U; the Captain began taxiing at a high rate of speed. The aircraft accelerated quickly while I was completing my after landing flow; but I noticed that we had a ground speed of 65kts and an indicated airspeed of 70kts. I told the Captain that he was at 65kts and he said 'ya'; but did pull the power back and allowed the airplane to coast and slow down. After holding short of 1C; tower told us to cross with no delay. As I was reading back the instructions; we received a red master warning with an associated CAS message and aural warning for No Takeoff due to nearly having full power on our one running engine. After all the passengers had deplaned; I asked one of the flight attendants if she could tell if we were taxiing too fast. She emphatically replied yes. Taxiing at a high rate of speed has been consistent with this Captain today.I could have used the brakes on my side to slow the airplane down or kept it from speeding up so much. I could have noticed how fast the airplane was taxiing sooner and spoken up as soon as the airplane exceeded the safe taxi speed. EMB-175 First Officer reported his Captain has a habit of taxiing at an inappropriately high rate of speed.
Aircraft: B767
Phase of flight: Initial Climb; Takeoff / Launch
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter

Landing and departing Runway 9. Aircraft X a B763 was instructed to line up and wait on Runway 9 and issued traffic of Aircraft Y a B739 on a 4 mile final. Aircraft Y was issued traffic a heavy Boeing 767 departing prior to his arrival and caution wake turbulence. As soon as the previous departure had lifted off of the runway Aircraft X was cleared for takeoff and assigned runway heading. Aircraft X was again issued traffic now on a 2.5 mile final. Aircraft X did not begin take off roll in a quick manner and was starting rotation as Aircraft Y crossed the landing threshold. Aircraft Y appeared to get some wake turbulence and lifted back up from approx. 200 AGL and stated he was going around. I immediately issued a turn 20 degrees to the right and a climb to 2;000 feet to get Aircraft Y out of the wake and coordinated verbally with local West to stay on a 110 degree heading until proper IFR separation behind a heavy jet allowed me to turn North. Aircraft Y was then issued a turn to 360 degrees and a climb to 3;000 feet and handed off to the next controller to be re-vectored back to final. Discussed the operation with the supervisor. Each aircrew is different and not all air crews can make a 2.5 mile departure window. I will no longer line up and wait any [company name removed] heavy jets with traffic on less than a 5 mile final. IAH Tower Controller reported of an aircraft going around due to wake from the preceding departure. Controller turned go-around traffic to avoid more of the wake. Controller realized that there should have been a larger hole to depart the heavy.
Aircraft: PA-18/19 SUPER CUB
Phase of flight: Landing
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway

Aircraft X landed in a three-point attitude; straight; on center line; on speed. Student had gone around on his first attempt rather than try to recover from a minor bounce. Go-around was gracefully executed. Student was calm and in control. After aircraft touched down on the second attempt; stick was held full aft and roll-out seemed normal. Aircraft then swerved to the right; seemed to correct back left; then swerved hard right. The left wingtip contacted the ground as the aircraft continued into a snowbank at the edge of the runway. The right gear leg contacted the snow bank and the aircraft nosed over onto its back. Neither pilot was injured; both exited the aircraft through the door; and the aircraft was shut down; fuel shut off.I did not detect the student applying excessive control inputs; I did not feel him fighting me on the controls; but my efforts to straighten the aircraft had no effect on the ensuing ground loop. Power was not applied nor could either of us recall going for the brakes. There were no tire marks on the runway; nor were there any flat spots on the tires. There were no apparent failures noted in the tail wheel assembly.This was my second instructional flight that day in the same aircraft. We had light east winds right down the runway (AWOS had reported wind 060 at 4kts- we were landing on runway XY). No issues or problems were encountered on the first flight. Both students are relatively low-time tail wheel pilots so I was actively involved with all maneuvers and close to if not on the controls at all times. I have [many] hours of tail wheel time; fly in a lot of wind; and have never experienced a ground loop before. I have no idea why we lost control and I could not keep us on the runway. Instructor Pilot reported a loss of directional control on landing roll and; despite the Instructor's efforts; the aircraft departed the runway and flipped onto its back.
Aircraft: B737
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance

At cruise; both FMCs failed with no annunciators except for momentary VTK annunciator on Captain's instruments. FMC prompt disappeared from both CDUs. A few seconds later; aircraft went into CWS for roll and auto throttles attempted to go to full idle. Crew began to execute checklist and troubleshoot the problem. Because aircraft went into CWS for roll; and heading select would not function; aircraft drifted slightly off course as crew analyzed the various failures. ATC noticed and asked us where we were going. I informed ATC of our failures. He gave us a heading to correct. Three minutes later all systems self-restored and we continued without further anomalies. Captain made a [logbook] entry. ATC was advised immediately of our restored systems and that we needed no further assistance. Captain was about to inform ATC of our system failure when ATC noticed our slight course deviation. B737NG Captain reported a track error occurred following loss of both FMCs in cruise flight. A few minutes later; all systems returning to normal with no action taken by the crew.
Aircraft: PREMIER 1
Phase of flight: Descent
Anomaly: Conflict NMAC

I was descending into RIL for landing and received a traffic alert. The aircraft was below me and got to within 400 ft. vertical. I stopped the descent and turned right. A few seconds after that; Denver Center controller told me to turn to heading 060; which I was almost to that heading on my own. The RA never activated. PRM1 pilot reported an NMAC on descent into RIL.
Aircraft: CRJ200
Phase of flight: Final Approach
Anomaly: Inflight Event / Encounter Wake Vortex Encounter

We were vectored onto final approach for a visual approach to [Runway] 22R at DTW. We joined the localizer 3 miles behind an MD 80 ahead of us. We were at the marker; just completed our Before Landing Check when we encountered two noticeable wake turbulence events. The aircraft remained on autopilot for the duration of the sequence of the wake turbulence encounters. After the second wake encounter; our plane entered one sudden and severe downward push. There was roll movement. Maximum bank angle was approximately 25 degrees during the sequence of events before and after the wake encounter; we were in smooth air. I called ATC and told them we encountered wake turbulence. The autopilot was disconnected and the aircraft was hand flown and we initiated a go-around. ATC caused this by too close spacing. Also the light tail wind at altitude was a major contribution. CRJ-200 Captain reported wake turbulence encounter in trail of an MD80 on approach to DTW that resulted in a 25-degree roll and a 'sudden downward push'.
Aircraft: PA-30 TWIN COMANCHE
Phase of flight: Taxi
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway

Leaving FBO we were told to follow a Challenger on Taxiway L. Missed the hold short line due to concentration on separation from Challenger; and followed that aircraft past the line (Challenger had apparently switched to Local and received immediate takeoff clearance. Noticing the Challenger application of takeoff power; I knew immediately what had occurred. I attempted to call ground to ask if I should backtrack or switch to Tower and go; but the frequency was busy. As I prepared to turn and proceed back; ground called and reported what we already knew; and stated we were to make the 180; which we did. Contributing to my error were a few things: first; I concentrated on the instruction to follow the Challenger; and paid inadequate attention to the hold short line. Also; on returning to the hold short line; I noticed the line was not prominent; and probably should be repainted. Also; the runway marker is somewhat distant from the taxiway; and I applied plenty of tunnel vision in order to miss it until late in the game. The [vegetation at this intersection is not maintained] as it would be at a stateside controlled airport; with vegetation providing some distraction. Finally; the runway is narrow and appeared to be a taxiway (I have safe taxi; but same apparently is not supported at MYNN). In the end; the error was mine (my crewman didn't help much either) and was largely due to my overemphasizing the order to 'follow the Challenger'. On most recent prior trip to MYNN; our departure included following L to its end; then turning to use runway full length). This may have been still in my mind; contributing to the chain of events resulting in my lapse of judgment here. PA30 pilot reports a runway incursion at MYNN after being instructed to follow the Challenger to Runway 30. The Challenger switches to the Tower and is cleared for takeoff without stopping and the reporter; still on Ground; follows it onto the runway. The hold short line is reported to be faint and the runway signs are well off the taxiway.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Final Approach
Anomaly: Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

Descending via the NIIXX 2 arrival for the ILS Runway 35R in CAVOK conditions. Around the BSTON Intersection we were given a westerly to northwesterly radar vector and cleared to descend and maintain 10;000. As we got closer to the final approach course (somewhere between DEANE and DRUMM) we were cleared to descend and maintain 8;000 and cleared direct to the FRONZ Intersection (FAF for the ILS). The Controller asked if we had 35R in sight; after a pause; we had the runway in sight and advised ATC. We were then cleared for the visual approach to 35R. The FAF altitude at FRONZ is 7;000 so that is what we set in the MCP while descending through approximately 8;800 in FLCH. We had just gotten the '2;500' call from the Radio Altimeter and made our call outs. As we descended through 8;000 I noticed the Radio Altitude around 1;800 and descending. A quick look at JeppFD PRO showed our aircraft position just south and east of the DRUMM Intersection. I called out the altitude and the fact that we need to go back up to 8;000 (our last cleared altitude prior to the approach clearance) until we are north of DRUMM. I reset the MCP to 8;000 and verbalized that we need to climb back up. The Captain selected a V/S climb back to 8;000. We joined the approach course and followed the G/S and landed without incident.ATC never mentioned anything to us about violating airspace or going below the DEN Class B. Though it is nice to get directs; etc. However; I believe the direct to FRONZ clearance; if not really familiar with the DEN Class B; can set crews up to possibly violate airspace and even lead to an unstable approach.Once parked at the gate with all checklists complete; we debriefed and there certainly was some confusion as to exactly where we were when we descended below 8;000. We had a jump seat observer who thought we might have been a little low as he has a lot of General Aviation experience in the DEN area. Air carrier First Officer reported an altitude deviation that may have put them below the Class B airspace during a visual approach to DEN airport.
Aircraft: B777
Phase of flight: Cruise
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown

Operating Aircraft X to ZZZ; ATC informed us that our filed altitude would result in a significant delay and asked if we could accept FL360 or FL380. We requested either altitude; and ATC assigned us FL380. The CA (Captain) instructed me to accept it in order to avoid turbulence reported at lower altitudes; even though the IRO (International Relief Officer) and I both mentioned it was close to our MAX Altitude. After takeoff the IRO suggested we request FL370; but due to heavy workload and ATC radio traffic we were unable to attempt the request. Soon after the IRO departed the cockpit for his break; ATC assigned us to cross 10 SE of ZZZZZ at FL380 and report level. The CA (PF) (Pilot Flying) selected VS in order to meet the restriction; which caused our airspeed to begin decreasing. It continued to decrease at which point I called out airspeed to bring his attention to the situation and he reduced the VS but not enough to reverse the trend and the airspeed continued to decrease to just above the yellow arc prior to level off. I again stated our airspeed is too low and he again made a small correction but it still did not reverse the trend. We leveled off at FL380; and I reported level; and was immediately handed off. As I began accomplishing those tasks; I was distracted from the aircraft state and by the time I scanned the instruments again we had slowed well into the yellow arc in level flight and continued to decelerate. I stated you need to reduce the pitch and the CA selected a slight descent to rectify the situation as I set the altitude a couple hundred feet lower; but the aircraft continued to slow to just above the red arc. The CA disengaged the autopilot; added full power; reduced the pitch further; and turned off the tracks. I selected FL350; [notified] ATC; requested an offset and a lower altitude. The aircraft began to accelerate as we descended to FL350. After the aircraft accelerated to normal speed; we [let ATC know things were rectified] and continued to ZZZ without further incident. B777 First Officer reported an airspeed decay in cruise due to excessive weight for the selected flight level.
Aircraft: A319
Phase of flight: Taxi
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical

Landed on XX and exited runway. Tower said P W to the ramp and so I taxied forward. First Officer switched to Ground frequency and I saw the 777 on Papa Taxiway coming toward us not slowing down so I put on brakes. At same time I heard [the] Controller tell us to stop two times which I already had done. The wingtip of the 777 missed our windshield by about 20 ft.I think that area is deadly because of tower giving taxi instructions to landing aircraft & then handing them off to Ground Control who has already given the foreign flights taxi instructions many minutes earlier from the international terminal and relying on dumb luck that the aircraft exiting the runways don't taxi in front of the foreign carriers on Papa of whom English may not be a primary language and are not listening to the Tower anyway. Also ZZZ is a training airport for ATC.ZZZ Ground control should automatically give the carriers coming out of the international terminal going to [Runway] XY or XX taxi instructions to taxi via P hold short of U. This will enable conscious positive control of this problematic intersection area and allow aircraft exiting Runway XX or crossing XX to taxi clear of the runway without conflicts with large international aircraft outbound. A319 flight crew reported a ground conflict with a 777 during taxi to gate.